Car-buffer.



110.720,619. PATENTBD 1113,17, 190s.

o. RBTTIG. v

CAR BUFFER.

APPLICATION FILED 00T. 1, 1902.

N0 MODEL. 4 SHEETS-SHEET 2.

- N '120,619- PATENTBD PEB. 17, 1903.

. c. RBTTIG.-

GAR BUFFER.

APPLICATION FILED 00T. 1| 19A02. 4

4 SHEETS-SHEET 3.

lll"

wmf/20,619. K PATBNTBDFEB. v17, 190s. u

c. RETTIG.

GAR BUFFER.

APPLIUATION FILED 0013.1. 1902.

'4 SHEETS-SHEET 4.

UNITED v STATES PATENT EEICE.

, CHARLES RETTIG, or cLosTER, NEW JERSEY.

CAR-BUFFER.

SPECIFICATION forming' part of Letters Patent No. 720,619, dated February 1'7, 1903. Application filed October l, 1902. Serial-No. 125,604. (No model.)

To @ZZ whom t may concern.-

Be it known that'I, CHARLES RETTIG, a citizen of the United States, residing at Closter, Bergen county, and State of New Jersey, have invented certain new and useful Improvements in Oar-Buffers, of which the following is a specification.

The object of my invention is to provide a car-buier which by the coupling of cars, sudden stopping of a train, or by decreasing the speed of a train diminishes the shocks and jars of the cars attending the mentioned actions. l

It has been found in practice that most of the accidents to attendants of trains, dac., were due to the shocks and jars caused-by the actions as before mentioned; further-V more, that the common spring-buffers were insufficient to readily and eectively overcome such shocks and jars, and that owing to this insufficiency and ineffectiveness of the spring and other buffers the'wear and tear on the ends of the cars was very great, causing numerous repairs to be made, and often com-v By my,l improved car-buffer all such disadvantagesare obviated, as the shocks and jars attendingl the coupling of cars, principally freight-cars,

plete destruction of such car ends.

are decreased to a minimum. The shocks and jars received by my improved carbuffer are not transferred from one car to another to react again and again on the Vsame buer is instantly checked and reduced in latter may or may not 'loe-provided with springs, rollers, and cushions for the balls.

My invention further consists of a buffer comprising a buffer-head, a casing around said buffer-head, and balls in said casing, v

whichare movedto cause the diversion of the force of the shock or jar` and to direct the same lateral to the longitudinal axis of the car and against the walls of the said casing.

My invention further consists of a combined buffer and car-coupler and mechanism Awhich- Figure l is a section of my improved carbuffer, showing a box made in two sections in which are provided Ways to guide balls from the center of said box to the walls thereof, a casing having a rounded end and entering the said box, and a buffer-'head whose stern protrndes through both the said casing and the said box. Fig. 2 is a section'on the line 2 2 of Fig. l. Fig. 3 is a vertical longitudinal section of a modified form of buer applicable to a car-arrester, showing a ballbox containing balls, a buiifer-head with stem, and mechanism with a counterweight to sustain the diverted force of the shock or jar which may be produced when a' car runsagainst said car stop or arrester. Fig. isa section on the line 4,4 of Fig. 3. Fig. 5 is a section on the line 5 5 of Fig. 3, showing the ball-box, the buffer from its rear end, and a counterweghted wing. Fig. 6 is a longitudinal section through a combined buffer and car-coupler, the buffer containingballs which A lloo ler, showing the ball-box and spring-operating stems to force the balls normally toward the center of the ball-box and against the curved end of the coupling-bar. Fig. is a section on the line 10 l0 of Fig. 9, showing the location of the spring-operating stems and housings therefor and friction-reducing mechanism for said stems. Fig. 1l is a section on the line l1 ll of Fig. l0, and Fig. l2 is a section on the line 12 12 of Fig. 10.

Referring now to the drawings for a further description of my invention, and more particularly to Figs. l and 2, A is a buffer of any suitable form, having a hub ct, to which a stem a' is fastened. Bis a casing surrounding the hub a of the buffer A and having a bore ZJ of sufficient depth to allow a spring c to be inserted between the bottom of the bore b and the hub a and around the stem a'. The casing B is provided with a flange b and a rounded-off end D2 for a purpose to be presently described. D is a box made in' two sections d and CZ', bolted or otherwise fastened together and secured at its rear part (Z2 to the cross end timberof a car. (Not shown.)

-The two sections of the circular or othershaped box D are cach provided with three or more channels d3, in which balls D' are allowed to roll or glide freely. The front part CZ of the said box is provided with a neck CZ, encircling the rounded end b2 and guiding the shank of the casing B when it is being moved into the box D by the action of the buffer A and spring c. Within the box D and between the ribs forming the channels (Z3 of the two sections CZ and CZ is placed a strong spiral spring C, embracing the balls D and pressing them firmly toward the center of the box D and against the end b2 of the casing B, so that when the buffer A receives a shock the latter is transmitted to the casing B by the spring c, the roundedolf end h2 being forced into the box D and against the ball D, which causes the latter to diverge to divert the force of the shock to the spring C, so that the said shock is diverted radially from the center of the buffer-stem ct and not transmitted longitudinally thereof. To form a resilient or elastic stop to the expansion of the spiral spring c and the moving of the balls CZ', the walls of the sections d and cZ at the ends of the channels d3 may be provided with elastic material or sub-buffers (Z4, which when the cars are brought together violently come into effect and transmit the greatly-reduced shock or shocks to the walls of the sections CZ and d-7.`. e., radially from the center of the buffer-stem ct'. As soon as the pressure between two buffers decreases or the buffers recede from each other the spring c causes the balls to be forced toward the center of the buffer-stems d and against the rounded end of the casing B, whereby the buffer is pushed outwardly.

In Figs. 3, 4f, and 5 is shown a buffer of similar construction as that shown in Figs. l and 2, with the exception that this buffer is more applicable to a car-stop as employed at the ends of tracks for arresting running cars. In this instance an oblong ball-box D is provided, which comprises the ball-chambers CZ, situated above and below the central bufferstem a', and the neck d6, in which the rounded-off end a2 of the bufferAis incased. This rounded end a2 is provided with radial grooves a3, with which certain of the balls D engage. On the end of the neck (ZG is journaled a roller CZT to reduce friction between the buffer A and the neck d6. At the lower end of the lower ball-chamber Z5 is hinged a counterweighted support (ZB, on which the lower balls D normally rest. The action of this buffer may be described as follows: When the buffer A is moved toward the car- 71. e., when the rounded-off end a2 is forced against the balls D'-the latter are driven away from the center of the buffer-stem ct' to divert the shock or jar from a longitudinal direction and to direct such shock or jar divided or undivided against the walls of the channels or chambers (Z5, so that a resilient stop for cars is provided by which reciprocating shocks or reactions thereof are avoided. As the lower balls D' are forced against the counteracted orcounterweighted support (ZS the latter is forced downward; but as soon as the pressure on the buffer ceases the weight of the upper balls and the weight of the ball Z9 causes the balls and buifertoregain thenormal positions,as shown.

In Figs. 6, 7, and 8 is shown a car-buffer of about the same construction as that in Figs. l and 2, with the exception that a carcoupler of usual or any preferred construction is connected with the said buffer in such a way that the latter acts automatically to couple two cars. The coupler E, which comprises the common draw-bar e, is slidingly supported in an extension F of the ball-box D. To reduce friction between this extension F and the draw-bar e, rollers f may, if desired, be arranged on the bottom or bottom and upright sides of the interior of the said extension F. At the mouth of the drawbar e is journaled a roller eto support, together with one coupling-pin e2, one end of the coupling-link e3 when it is desired to couple cars. Below the ball-chamber d5, Fig. 6, is a circular opening g, communicating at one end with the ball-chamber d5, and within the same is placed a piston g', havingastem g2, around which a helical spring g3 is placed to normally press the piston g away from the buffer A-. e., toward the opening leading into the ball-chamber (Z5 and away from the front wall g4. The outer end of the stern g2 is provided with a shoulderg, terminating in a fork gl, for a purpose to be presently described. 71 is a guard having the crossbar Zt' with a beveled edge 72,2 to support the coupling-pin e2 in Aplace to readily couple two cars when it is moved or disengaged from said support 7L. As will be understood from Fig. 6, the forked end Q7 of the piston-stem g2 is in engagement with the upper end of IOO IIO

the coupling-pin c2c, and when the buifers ,A- of two cars collide the balls `D are driven .away from the center of the buffer-stem a and force the piston g', against the action of` the spring g3, toward the front Wall g4 of the cylindrical opening g, causing a sudden release of the pin e2 from the bar 7i and a ready and sure coupling of two car ends by means of a common link and pin. To uncouple such two ends of cars, a shaft i may be journaled and arranged above the guard h and a chain 11 fastened with one end to the shafted and with its other end to the pin e2, so that by turning the shaft i from the long side of the car the pin e2 may he readily Withdrawn from the link e3 and draw-bar e. As soon as the pressure of the respective buffers A against each other ceases the spring g3 forces vthe balls into theirnormalpositiomand any movement of the said buffers subsequent to the coupling of the cars only causes a sliding of the piston g and piston-stem giJ in the opening g.

In Figs. 9 to 12, inclusive, is shown a modified form o f a buffer having connected with it a coupler` K of the Janney type, of well! known construction. coupling-bar 7c is provided with a curved end 7c' and a stem k2, the former `incased by the neck d6 of a ball-box D and the latter leading through an extension dg, by which it is guided. As shown, there are four circular hall-chambers t' provided; but any convenient vnumber may be employed, and these chambers may be of any suitable shape or form. The outer or end walls of these cham# bers are formed to guide a piston g or other stem g2, against which a ball D' abuts. Each stem g2 is normally pressedtoward the center of the curved end k of the coupling-bar 7e by the spring 2, surrounding such stem g2, and the piston g' or piston-stem g2 maybe provided with any friction-reducing'mechanism, several of which are shown, and such mechanism may consist of balls 13, Fig. 11, of rollers 14", Fig. 12, supported or journaled in any preferred manner or as shown in the several views. If desired, full balls may be dispensed with and only half-balls may be employed, as shown at D2, in which case the latter is directly formed with or connected to piston-stem g2. The effect and operation of my improved buffer is the saine as disclosed with reference to the description of the other figures-z'. e., the .force of the shock is not transmitted longitudinally to the car or train, but is diverted from such direction bythe balls, transferring such shocks radially from the buffers, which in this instance form at the same time the carcoupler. The neck d0 of the ball-box D may further be provided with a cushion 15, against which the shoulder 7a3 of the enlarged and curved endk of In this instance the.

the coupling-bar k impiuges, and also a spring 16 may be employed to soften or overcome the Iirst shockor jar produced by the drawing of the coupled cars`forwardly. f

Having thus described the nature and` objects ofv my invention, what I claim as new,

and desire to secure by Letters Patent, is-

1. A car-buffer comprising a buffer proper, a rounded end thereon; a casing or box provided with chambers to contain balls; means for normally pressing said balls against said rounded end of the said'buifer, substantially as and for the purposes set forth.

2. A car-buffer comprising a buffer proper, a curved end thereon, a casing or box provided with chambers, balls in said chambers, spring-supports in said casing or box to nor.-

mally press the said balls against the rounded 4. A car-buffer comprising a buffer proper,

a hub 'and stem thereon, a casing surrounding said bu der hub and stem and a spring be.

tween said hub and casing, a box having guides for the buffer-hub and buffer-stem, balls contained in the said box, and a springsupport tending to force the said balls toward f the center ofthe buffer-stem, to normally hold the casing supporting the buffer in an extended position,substantially as and for the purposes set forth.

5. A car-buffer comprising a box attached to the end of a car, balls within the same and' bearings in said box, a buffer-bar held inthe said bearings and having a rounded-off end normally contacting with said balls, yielding supports for said balls, adapted to force theA said buffer-bar outwardly, substantially as and for the purpose set forth.

6. A car-buffer comprising one or more' boxes attached to the end of a car, ways provided within the same, balls in said ways, bearings on said box or boxes to guide a carbuffer, a Ispring surrounding said balls to normally force the said buffer-bar outwardly from the said box, and cushions at the end of4 ICO IIO

ris

the said walls substantially as and "for the.

purposes set forth.

In witness whereof I have hereunto set my signature in the presence of'two subscribing CHARLES RETTIG.

witnesses.

Witnesses:

OTTO HEINZMAN, A. TAESCHKE. 

